Internal-combustion engine



March 1953 2. a, PARSONS 2,633,110

INTERNAL-COMBUSTION ENGINE Filed June 9, 1947 s Sheets-Sheet 1 INVENTOR. Zoroaskr 6 False/2s @1006. MM

177' TORNE Y FIGURE 1 BY Patented Mar. 31, 1953 UNITED STATES PATENT OFFICE 2,633,110 INTERNAL-COMBUSTION ENGINE 'Zor'oaster ,G. Parsons-Seattle," Wash.

:ApplicationJune 9, 1947,. Serial No.. 753,403

6 Claims. 011123-21) .My-invention-relates'to aninternal combustion engine.

An object of my invention is to ,provideian dntemaicombustion engine which embodies the twoi-istroke-cycle principle and the four-stroke i. :cyclenprinciple ins-one and the same engine and tin which imeans are provided for quickly and easily converting or: transposing the engine from mneopha-se cycle to another while the engine is is operation.

.zhrrother object r of :my invention .is .to combine "theitwo' andwthe tour cycle principles of operation in one andthe same engine, which has a cratedracapacityibased on the four cycle phase.

"iAirother' ubject of this invention is to provide a combined two and four cycle engine having pressurexrectiiying compressor means adapted to fdeliverffuelfgas'to'the power cylinders at a predeterminedmonstant pressure irrespective of the pressure of the atmosphere surrounding the motor, said pressure rectifying compressor means be'ing automatically 'controlled'by the pressure of the fuel gas thatis "being delivered to the motor.

ilriother object of this invention is to provide fan engine having improved cooling means in the "nature of reciprocating cylinders provided with external coolingfi'ns in "combination with pistons having passageways therein for -the circulation "of cooling fluid, said pistons being adapted to have "expanding'air circul'atedthrough said cooling spaces by suction whereby the refrigerating .efiect of expanding air is utilized to provide uni- ".form' cooling and a constant operating temperaturathereby preventing unequal expansion of parts. and..-insur-ing, maximum operating efliciency.

Another object of thisinvent'ion is toprovide an engine having .a .pressure regulating pump {placed vertically above a .crank shaft and connecte'd' therewith and-having a universally jointed .crossheaditolminimize the side thrust or torque that liable to be developed in-the operatic offldevicesof this type. V

An-other .obiect oflthis invention-is to provide gland. ringsand the .like whichare of a with j malty; piston rings which are of an ex- :pandingltype.

packing gland therebetween.

2 Another objectisto provide improvedlubricatving means ,including oil sipping suction conduits and .passagewayspositioned and arrangedso as .to pick up .and return to a reservoir, 'such as a .crank case, any surplus of oil that supplied to the working parts of an engine,.said'lubricating means being particularly well adapted for use in connection with oil sealing rings such as piston rings.

Other'objects of the invention will be appai ent from the following description .taken in connection with theaccompanying drawings.

In the drawings:

Figure 1 is a vertical sectional view of my in- .ternal combustion engine taken substantially on "broken line l-I of Fig. 2, parts being shown in elevation.

Fig. '2 is.a view in vertical section ofsaid engine taken substantially on broken line'2'2 of connected with a movable cylinder member for controlling the .position of a fuel inlet valve.

Fig. 7 is a somewhat diagrammatic view of ignition devices that canbe used in connection with this invention.

like reference numerals designate like parts throughout the several views.

The. drawings show an engine disposed within a frame structure .16. The frame 16 is of sulficiently open. construction to permit 'a f-reecirculation of air ther-ethrough. The engine has a fuel inlet conduit I connected with a pressure .rec- .tifier intake conduit 3 that is formed of two relatively telescopic parts, having a slip joint 4 is a pressure -rectifier intakevalve. 5 and '6 are two relatively movable cylinders of a telescoping cylinder presvsurerecltifier. .1 is atpump piston operable'withthe cylinder .6. 8 isa spring loaded rectifier discharge check valve. .9 is a fuel conduit formed Iof two =.re'latively telescopic sectionshaving a slip Joint packing gland BAtherebe'tween. ",The con down stroke of the piston 1.

to a fixed piston II of a power cylinder I3. The conduit 9 is also connected by conduit means 93 with a storage tank 59 for compressed fuel. The connection between conduit 93 and 9 is slidable and is by way of a slip joint packing gland 9A. A pressure operated relief valve 90 is provided in connection with the conduit 93 and storage tank 59.

Fuel that is supplied through conduit ID to fixed piston II is supplied to two reciprocable engine cylinders I3 and Hi. The cylinder I3 is an intake power cylinder and the cylinder I6 is an exhaust power cylinder. The fuel for both cylinders I6 and I3 enters through cylinder I3 and the burned gases from both cylinders exhaust from cylinder IS. The fixed piston II is operable in the reciprocable intake power cylinder I3. I2 is a valve operable in piston II controlling the intake of fuel to the combustion chamber of both of said cylinders I3 and I6.

that is provided in the cylinder head |4 between the two cylinders I3 and I6. 20 is a contactor, Fig. 1; supported by a terminal post 29A and positioned so that the spark plug I9 makes sliding contact therewith as the cylinders I3 and I6 and cylinder head I4 move up and down.

2| is a piston rod that is secured to the pump 1 piston 1 in the cylinder member 6 and is also secured to the cylinder head I4 and extends through a bushing 86 and downwardly between the cylinders l3 and I6. The lower end portion of the piston rod 2| is preferably forked, as shown in Fig. 3, and is connected by pivot means 2| with a crosshead member 22 that is slidable in fixed guide members 11, Fig. 3. 23 is a connecting rod that is connected by wrist pin means 18, Fig. 3, with the crosshead 22. The axis of pivot means 2| is positioned at right angles to the axis of the wrist pin 18 to provide a universal joint type of crosshead. The lower end portion of the connecting rod 23 is connected in the usual manner with a crank shaft 24. Oil passageways 14 and 15 are provided in the bearings that support the crank shaft 24 to supply oil to said crank shaft.

Suitable packing rings 39 in a bushing member 80 are provided in the lower end portion of the cylinder 6 around the piston rod 2|. An oil supply conduit14 and an oil sipping or draw-off conduit 15 are connected with the bushing 89, as more fully hereinafter explained. Preferably the bushing 80 is made of two longitudinally separable parts to facilitate installation of the rings 39.

The intake valve 4 which controls the intake of fuel to the pressure rectifying cylinder 5 is opened by a tappet member 26. 21 is a cam that operates the tappet 26. An upright shaft 21A carries the cam 21. A spring 26A yieldingly urges the valve 4 into a closed position. The tappet 26 is moved to open the intake valve 4 on each The fuel conduit 3 communicates with the housing of the valve 4 as shown partly by dotted lines in Fig. 1. The cam 21 is of substantial length to maintain en- IQ is a spark, plug preferably positioned in a passageway |9A gagement with the tappet 26 irrespective of vertical adjustment of the cylinder 5 and parts connected therewith.

28 are two valve tappet carriage members that are mounted for transverse sliding movement in guide means 29 in the base portion of the housing 16 and are connected as by links 42A and rack and pinion means 423, see Fig. 4, with the upright phase shifting shaft 42 so that rotary movement of the shaft 42 will move said tappet carriage either into the two cycle position in which it is shown in Fig. 1 or into a four cycle position to the left of the position in which it is shown in Fig. 1. Two bell crank shaped tappet members 30 and 3| are carried by each tappet carriage member 28. The tappet members 30 are four cycle tappets. The tappet members 3| are two cycle tappets. The tappets 39 and 3| are adapted to move the valves I2 and I1 into an open position. Springs |2A and HA yieldingly urge the respective valves I2 and I1 into closed positions. These springs I2A and I1A'are fiat elliptically shaped springs.

In Figs. 1 and 2 the cylinder 5 is shown at or near the uppermost limit of its movement and the valve mechanism is shown in a two cycle position. This occurs just after the motor has been shifted from four cycle to two cycle operation.

Two cam shafts 38 and 43 are provided for operating the tappets 3| and 30 respectively. These cam shafts are driven from the crank shaft 24, Figs. 2 and 5, by a train of gears 32, 33, 34, 35, 35A, 36 and 31. The gears 32, 33, 34, 35 and 35A drive the cam shaft 38 at the same speed as the crank shaft 24 for two cycle operation. The speed reduction afforded by gears 31 and 36 provides means for driving the four cycle cam shaft 43 at one half the speed at which the two cycle cam shaft 38 is driven. The upright cam shaft 21A is driven from the two cycle cam shaft 38 by enmeshed gears 49 and 4|.

The motor shown in the drawings is provided with air cooling means but it will be understood that a motor of this type can be liquid cooled or can be partly air cooled and partly liquid cooled.

One part of the air cooling means consists in the provision on the moving cylinders I3 and I6 and head I 4 of thin fins I05 that are capable of giving off heat rapidly to air by which they are contacted. Preferably the frame or housing 16 in which these parts l3, I6 and I4 operate is of relatively open construction to afford a free circulation of air. Obviously a forced circulation of air through this frame 16 can be maintained if desired.

The pumping action of the piston 1 is preferably utilized for air cooling the fixed pistons II and I5 and parts disposed in these pistons. To facilitate this air cooling of the pistons II and I5 these pistons are constructed so that air passageways 66 are provided in the circumferential portion of said pistons and other air passageways 61 are provided around the stems of the valves I2 and I1 within these pistons. Air enters these passageways 66 and 61 through ports 69 and is drawn out through ports 69 into air conduits 10. From conduits 1|! this air is drawn past a check valve 44 into the pump cylinder 6 and is expelled past check valve 1| and through conduit 12 to the atmosphere. The conduit 19 is further connected by conduit 10A with the interior of the housing member 13 in which the crosshead 22 operates. This draws air out of housing 13 and the partial vacuum thus produced creates a sipping effect to draw off excesslubrication'--of I in an Intheieven't the: pistonsi l laand lfirare to' be rcooledibyiwaiterithen waterccool'ing andicirculat- :62; Fig; 71 xtorfmaintain a icontinuous acirculation m'f zzcooling materzthrough -rthercooling ispaces 6 and 61. ilfithistaisfto bet-doneztheqanrtion 1)"f;l00I1- 'ivfllil'iisiin belowathe :ronnectioni-lllArissomitted.

AAnothermoVeI feature aembodiediun rzthisv "en- -various groups of cylinder and lIJlBSSllJZB sealing "rings, such :as :expanding rings 139A carried by zpiston 'ndiacontracting' "rings :39 married by nyhnder t5, bushings;:85.zand acylinders v island J 6.

lubricatingtmeans: functions :to isupplyiadexquateiilubricationand *to :prevent excess :oil lirom workingr intoczspaoes where itsis not needed. To

iracilitate installation rofxacontracting'rings fin cylinder-s iof larger diameter, J-such as 'scyliriders *5, 2:! 3 sand -::;I 6 ,1the'rgroovesrfor "receivingsaid firings vcan be ima'd'e ofxlarger diameter' than the: rings.

In' connection with eeach groupio'fcthese .r'ings v czoil'underqaressureis nitroducedibyiconduitimeans iiltbackrot oneaof .2 the medial rings aorthe group andft'he oil tin excess of :rthatvtneeded ffor lubrimating the rings 1 andfparts' engaged thereby tis withdrawn by suction through :oil. sipping Iconduits that;communicate with the .end 'II'iilgS""01 I with -ringsflnear the? end ot leach group. This oil iswusually returnedto the'crankzcase. iThe:partial wacuum' in the crank case is :suflicientito provide .esuction 'iforrthis :oil sipping operation.

fiPressure controlled devices are provided :for automatically adjusting :the cylinder 3.5 50 astto maintain the "fuel vapor that :is do be "supplied to the "power cylinders at any desired pressure irrespective :o'fthe atmospheric pressure in which the engine is operating. Usually these devices-are set'so they will maintain the iuel'vapor approxi- 'mateiy at sea level pressure or a littlexabove that pressure irrespective ofthe altitude:at 'which "the engine "is operating.

The pressure controlled devices forthus ad- "justing the cylinder 5 are driven "from the crank :shaft 24. These devices'includemashaft .EIfhavring atwox clutch drums 53 secured thereto as by Fkeyrmeans 5J6. one iclutch dTum 53 ZiSfidiS DDSBd per clutoh case- 48 and the :otheraclutch drum 1 disposed t-alower 'iclutch hasten-'49.

"Two gearwheels 46 and 41 are rotatively mounted acn rthe :shaft 51 and mesh 'with a gearwheel 45 mn 'the crank shaft 2 4. The: upper :gearwheel 6 riscrigid "with a "sleeve $8 I on "the :shaft :51. "The .siieeve'rmfis secured to the upper clutch 'case fla so that the clutch-case rotates witht'the sleeve 84 .1 Theizlower gearwheel 41 is secured :to :the flower :clutch case 49 so that the lower clutch :case 49' is rotated with said lower gearwheel 41 and in the opposite direction from the upper clutch case 48 when the motor is operating. The mechanism within each clutch case-48 and 49 is similar and onIYLf-ragments of the mecha'nism in the low'er clutch case "49' isshown. 'Thepor- I tion of the shaft '51 within each clutch case 48 and 4'9-has the cylindrical clutch drum 53 secured thereto. A plurality of shoes 5 2 are provided -eXternally-ofeadh drum 5'3. Eachs-hoe 52' has ra suitable lining applicable to its-drum and each 16 lis'hoei52 ris'supported on; aacurved bracket 551! with hich Jill is :connected :by :a' pivot 3150A. :Each ibraoket 5011s connectedzbya :pivot :51 :withrthe housing 48:.or 4Biiby whichzthecbracket is carried. brackets :50; are adapted :to t-rzbe .nngularly unovedconrthe pivots :51 v-nto :apply :the shoes ".52 .to :the' drums i531by:siee.ves 54ithat arelongitudinally .cmovable lonathearshaiftt 521. Each ,sleeve: :54 has :an :inclined :dish shaped iflange 54A on its inner send that engages with the inner :end portions pf thebracketsv-ifl' so that movement of the sleeve 54;sone direction will-apply the .shoes 2 .to their drum-.53wand imovementhof the sleeve 54 in an opposite direction will releases-said shoes as 1 respects said. :drum..

The uppermost :sleeve '54 shown ;-in:.-Fig. 2 :is adapted .1130 be longitudinally :moved day via shifter 116M817 ILIhBT; lever 55 sis fu lcrumed -1on .za giivot =55Aand-connected with areciprocable rod 55 by which -can :bemoved.

. The qlnwermost-lsleeve L54, Fig. 2, is ;connected in a similar manner with the same rod .65. This :provides Tn-1534115 which will operate asiollows: When-thelrod-fi is inea medial or neutral position, :asshown in .Eig..,2v, the shoes .52 in .both of the (housings 4'8 anddw will be releasedfrom the i drums '53. When the rod 65 is moved downwardly, Fig. 2, the shoes .52 willrbe appliedto (the drum 53in the upperlhousingifl. When thewrod W65 is moved upwardly, Fig. 2,. theshoesSZ will .be

applied-to the drum 53min thelowerihousing 49.

provides means controlled by the shifter rod 65 for .rotating the 4 shaft 5] .in either direc- .tion, .depending':- on 'lthedirection wof =mo'vement of the shifter rod- 65. The shaft L5] is .conneoted' ,by bevel gears 82, sha'ft ;83,i .and worm ,gearkmeans 84 with adjusting screws '58 that are threaded into fixedparts of the telescopic, cylinder 5.1 Thus :rotation of shaft 51 inioneedirection willmove the cylinder Bupwardlyandincrease the volume 'of theufuel chamber i-above the piston 1. Ina similar manner. rotation of the shaft l5! vintan opposite direction willmovethe cylinder 5 downwardly rand reducethe volume of said fuel chamber above the piston 1. Obviously .thepressure to which they pistonl will compress the fuel vapor that is expelledpast the check valve '8 will tend to vary inversely as the size of the chamber above piston '1. vThus ;to secure a. higher vapor pressure the "cylinder "5 Will be moved downwardly and "to "secure a lower Vapor pressure "said cylinder 5 "will be moved upwardly.

' Movement is impartedtothe rod 65'by a piston 64 in'a-cylinderiifi. tTwospr'ings'BSAon opposite "sides "ofthe-"piston 64 hold-said piston 64 and the rod 65 in aneutralormid'position"when'pres- *sure'is equalized onboth sides of the piston 64.

The piston 64-is adaptedtobe moved in both "directions by pressure from the auxiliary reservoir 59. "I'hispressure is controlled by a pilot" valve =60.

In said pilot valve 85 is a'pistonsecured to a stem '86 and having tw valve members 8'1 and 88 on opposite sides thereof. 89 is a spring that -urges the piston 85 downwardly. A nut 89A is provided for adjusting the pressure of the spring 89. 90 is anexha'ust passageway above the piston 35. '9'! is a chamber-below the piston- 85 that is *connected'by conduit means 6 I with the auxiliary reservoir 59. 92 is another chamber below the "piston85. Conduit means 52 connectsthechamber -92 with the cylinder "63 belowthe-piston 64. The valve member 88- controls the'flow of vapor under pressurebetween the-two chambers 9| and 92. Conduit 62--al-so communicates-with a cham piston I.

her 93 above the exhaust passageway 90. The valve member 81 controls the flow of vapor under pressure from chamber 93 to exhaust passageway 90. The mechanism of the pilot valve just hereinbefore described is arranged to be operated adapted to be operated if the pressure in the reservoir 59 drops below a predetermined minimum. Valve adjustment means is provided so 7 that any desired spread can be obtained between the maximum and the minimum pressure at which the valve will be operated.

In the valve mechanism that responds to a minimum pressure 94 is a piston secured to a stem 95. Two valve members 95 and 91 are carried by the stem 95. A spring 98, adjustable by a nut 99, urges the stem 95 together with the piston 94 and valve members 96 and 9'! upwardly, Fig. 2. I is an exhaust passageway below the piston 94. IOI is a chamber below said exhaust passageway I00. The valve member 91 controls the flow of vapor under pressure between chamber IN and exhaust passageway I00. A chamber I02 is provided above the piston 94 and another chamber I03 is provided above the chamber I02. The valve member 96 controls the flow of vapor under pressure between chambers I03 and I02. An inlet passageway I04 for vapor under pressure communicates with the space above the piston 94 and with the chamber I03. The conduit BI from the reservoir 59 communicates with the passageway I04. The chambers IOI and I02 are both connected by conduit means 62A with the upper end portion of the cylinder 63.

The operation of the pilot valve 60 is as follows: When the pressure in the reservoir 59 is between the predetermined maximum and minimum limits for which the springs 89 and 99 are adjusted then the several valve members 81, 88, 96 and 91 will be in the positions shown in Fig. 2

v and both ends of the cylinder 63 will be open to opens the passageway between conduit 62 and pressure supply conduit BI. A sure is thus admitted to the lowermost end of the Vapor under prescylinder 63 to move the piston 64 upwardly. It

i is to be noted that when high pressure vapor is admitted to the lower end of the cylinder 53 as above described the same high pressure from conduit BI acting against the upper piston 94 will hold the valve member 91 open thus keeping the upper end portion of the cylinder 63 open to exhaust. Movement of the piston 65 upwardly will act through the mechanism hereinbefore described to move the cylinder 5 upwardly and provide a larger compression chamber above the This tends to reduce the pressure in the reservoir 59 and when the reservoir pressure drops below the predetermined maximum the spring 89 will close the valve 88 and open the below the predetermined minimum the uppermost spring 98 will overcome the pressure against the piston 94 and will close the valve 91 and open the valve 95. This allows vapor under pressure from chamber 59 to flow through conduit BI, chamber I 03, chamber I02 and conduit 62A to the upper end of cylinder 63. Pressure thus admitted to the upper end of cylinder 63 will move the piston 64 downwardly and act through the mechanism hereinbefore described to move the cylinder 5 downwardly. The downward movement of cylinder 5 will reduce the volume of the chamber above piston I and this will tend to increase the pressure in the reservoir.

The pressure rectifying devices just described are necessarily designed to supply ample fuel vapor at a predetermined pressure for the two cycle operation of the motor. For four cycle operation the amount of fuel vapor required for any given motor speed will be substantially one half the amount required for two cycle operation at the same speed. The required adjustment of cylinder 5 to take care of these conditions will ordinarily be taken care of by the pilot valve 00. However, to limit the upward movement of said cylinder 5 I preferably provide automatically operated deterrent means for cutting off the supply of fuel vapor to the cylinder 5 in the event said cylinder 5 is moved substantially to the uppermost limit of its movement under control of the pilot valve during four cycle operation of the motor. Parts of one means that can be used for this purpose are shown in Fig. l and the same is more fully illustrated in Fig. 6. This means cooperates with the pilot valve and pressure rectifying devices, as hereinafter explained, to close a butterfly valve IA in the fuel intake conduit I just before the cylinder 5 reaches its uppermost possible position. This will cause a quick drop in pressure and the pilot valve will operate and the pressure rectifying devices will immediately begin to move the cylinder 5 downwardly. Spring means is provided to continuously urge the butterfly valve IA into an open position and this spring means will normally tend to open said butterfly valve as soon as the cylinder 5 starts to move downwardly. If the motor is shifted from the four cycle to the two cycle phase at a time when the cylinder 5 is positioned near the uppermost limit of its movement and has been maintaining a chamber of large area above the piston I the fuel demands of the motor will be instantly increased. Under such conditions the cylinder 5 can be in substantially the position shown in Fig. 1. As soon as such a shift from four cycle to two cycle operation occurs the presure in the reserve tank 59 and connected passageways will begin to decrease. This will operate through the pilot valve and devices connected therewith to lower the cylinder 5 thereby reducing the size of the chamber above the piston T. If for any reason the butterfly valve IA should fail to open as the cylinder 5 moves downwardly then when said cylinder reaches a point near the lowermost limit of its movement the butterfly valve IA will be automatically opened as hereinafter explained.

The mechanism shown in Fig. 6 for operating the butterfly valve IA comprises a rod I01 slidably disposed in a lug I08 on the cylinder 5. Bumper means I09 and I I0 are provided in spaced apart relation on the rod I01 above and below the lug I08 respectively. The rod I0! is supported in guide means III and is connected by slot and pin means I I2 with a. lever II3 that is eaeegrror fulcrumedion. a: fixed-vpivot il I142. A llinka' M icon; verilil 6: that is:

nects the lever H3 with a she secutedzltoithei butterfly. va1ve;;l A.. Am spring Hi1 yieldingly "urges: the :parts; just described into. a suitable: position to hold-the bu'tterfly valve wide open; A: stop member. IIBv limits.v movement oneldi 'rection of -;theapar.t's by; vvh-iclr the-butterfly valveziszmoved:

mltheioperation ofi sthewdevic'es shown i-ni'Eigr 6 when the part 108= of the cylinder 5 -.v inyits; upward movemenhlbumps against; thenuts I09:-

downwardly .after having, closed. or partially.

closed. said-valve IA. If',..for. any reason this. spring-t 1H 1., fails, to thus/open. the. valve. IA", then the lugylllfiwi'lll, engage. witl'ithest'op means Illilf. just before the. cylinder. 5 reachesthe .lirhitdf'itfs" downward, movement andtopenl said ,valve IA.

Ignition devices. for. motors .o'i thi's' ty'p'ei Willib'e 0135-. variedldesign. to suit the. motor. One set of ignitiondievic'eewhich. can he..used?in"connection With=xthiS-tWOCylinder motori ar diagrammati call-y. shown in-Figi '71., These ignition devices comprise: ageneratorj l zufeonnectenby, way' affair ignition'transformerj I21 with ca; movable" switch member 12 22.. The. switch member r22 is con nect'ediwith. atension spring; ,.I 2 farrangefiso that its line of pull'wilf ass from one side to the" other;of..the pivotal support l24 'of"'saidswitch' member;. This provides meansiforsnappingthe switeli member 122' into engagement with-either.

one o'fttvo Conta t; members rzeor me: The

switch member l'22" is adap'ted; to" be vmovedaway from the: contact'member 125 or l2'6 with which" it is contact by'-a' link" I2 T that is connected ber" I12 and'by' a lever arm l-28 w-ith the control Thus movement of the control sha'ft shaft 422 42*fromone-phase position tothe other' will make the proper-change ignition ror'two cycle -or: four cyc'l'e operation; The contact" member- I125:

is?" connected-by a conductor" I 31) with a rotating member I ze isconnectee byconductor liezlwithr a' rotating contact amn of?a:-four"cycle distributorii 1332;: Theitwo rotating contacts. arms areiintenw connected ,for rotation'a at the: same: speeds as-v by:

two gearwheels I341v and: .3116! drivenaat: the: same;

speed" asathe'rfouri cycle: cam shaft 43! bys means-.1 SuChliaS'Jai third gearwheel.-;l352which is connected. with said four: cycle :cam shaft .43; The two T031015- dist'ributorit'l 3 I has .twozcontactmembers'iF35 and... 131i "spaced toner hundreds. eighty-g. degrees apart/ 5 andtpositioned in the; pathaoizthearotating; concontactimembers I382: All of the-contact mom-- hers; I36: Isl-arid l38- arecconnected by-rconductori; means I 3 9-;witha the: spark-1 plugi. l 9 that controls the .firinggin both'-of the=power::cylinders: l-3 an'dilfl,

The: founcycler came shaft 43" makeswone com-i plete:revo1u'tion.-;for-: each 1 two revolutions of the crankshaft Z41. Obviouslgwwhen-a circuit iscom pletedsthrougnathe' fourcycleidistributor k33 one ward'ly on the 'exhauststroke the -burned; gases properly timed. spar-k will be: delivered.- by the" spark-plug.- W for: each: two? revolutions of: the" crank; shattr24a and when aacircu'it isiscompletedr through the-two cycle-distributor: |3-|= one:;propi-" 1 erly' timed: spark will be: delivered to. thepspazrhplug; l 9r'foreach revolution rof the crank-1 shaft .24.-

The two-cycle method of: operation of; the;

engine is as tollows: .As the-pump piston 'lshown at the. top of: itswstroke Fig. i ,1, moves-down A o charge ofivaporized.fuel-will be drawn i'ntethe;

cylinder. 5 .1w way; of inleti'conduiti'l ..conduit3s and; valve --4.- When the'piston l next moves upward this: charge 2 of fuel vapor,- willi. beeforced past :the; spring; loaded. check valve: 8;and intothe: conduit; 9 from. which some v of this .flcharge is freez-to enter the auxiliary reservoir il From the :conduit 9. the major portion of: the-tuel' ex pelled by. each stroke of the.= piston 1. passes through the conduit I-DL into the power. irital're piston N; Fig. 2e Whenitheengine.is..operating inthe-two cyclephase-theva1ves I 2Landj ITI both be closed while the piston. 1 is moviii'g'jliri. wardly and a charge: or; burning, gas" wi1l'" he' expanding in. the cylinders .l'3 and ,I6. Atahout the: time the. piston 1. and cylinders. I 3? and f5? reach the upper most. limit of their movement'- in their power stroke the exheustfvalve. lTopen's'f and. the burned. gases. from. cylinders; f3 alndljlfi' and; passageway, I'9A exhaust? through the pis ton taf andieoriduits 811F221} ,connect'eutherewith. Next sequence .af'terithe: openingof charge ofru'el, the exhaust valve I 1* elosesramt cuts. off exhaust befere the fresh fu'elbeg ins to? escape, the inlet valve lz clf'dses and the zcyliri 'ders l6 continue to move -downwa rdl$ "tof'c'om* plete compression of thecharge, which 'isfighited at the proper'instantandthe? cycle repeated.

From the abovedescription it will be sem -them the incoming fuel'vap'o'rspass up through" iston I I"; pastvalve |-2;throu'g'1r cylinder F35 pass'a'gewa'y' 19 enq cynnder ls tosweep out tl ie iournedf-gases and efiiciently" scavenge both of the cylinders atjg of escape of fuel vaporar'id theclosing oif the inlet valve I 2 immediatelyaften' the closing of the 'ex haust' valve' Ire-news for compression: of theruer vapor liefore theii-f-uel is ig-nited by -the spark: pluga l 9. Ig nitien -occurs preferably; just? before. the" cylinders" I 3 an'd- 6 reach the end' fithe'irxdowne ward stroke and the exp'andi ngaiuel-ido'es itstworb duringthefirst' portiom o'titheisucceedingzupwarii stroke ofthe cylindersiliii'en When this enginePis -t besoper'ated on-vaifour stmk 'e: cycle" the-lever 25 i'szmoved: toia four cyclez, position}. Th Lbringsxabcuttthe following? ad-r justrnents': The timing: of: the: spark: changed:

so-that i'g ni tiorr willi occur at or ne'anthe endzor'z every other. down strokeo the cylinders: t3;- and-.;.

following. an explosion ofsfuelatherein the sintake;

valve l 2 will be? closednand i the exhaust valve :M'; will: be: open; these: cylinders? move: .dow-nare exhausted through piston and conduit l8. As these cylinders start to move upwardly on the intake stroke the inlet valve [2 opens and the exhaust valve I1 closes and fuel vapor is drawn in during said intake stroke. At about the time the cylinders l3 and I6 reach the upper limit of their intake stroke the intake valve closes. These cylinders l3 and I6 then move downwardly on the compression stroke with both valves l2 and I! closed. At about the time said cylinders reach the lower limit of their compression stroke ignition occurs and said cylinders are driven upwardly :on their power stroke. At the end of the power stroke the exhaust valve [1 is again opened and the four stroke sequence is repeated.

For operation as a diesel or direct fuel injection engine the same sequences as above described are used for both two-stroke and four diesel accessories are incorporated in lieu of a carburetor and other mechanical arrangements made to suit the occasion.

The reservoir 59 is provided in communication with the fuel vapor conduit 9 to act as a compression chamber and to absorb pulsation-s in the fuel vapor that is being compressed by reciprocation of the piston l.

The automatic devices hereinbefore described are provided for controlling the pressure in the reservoir 59 to keep this pressure always within certain predetermined limits.

The foregoing description and accompanying drawings clearly disclose a preferred embodiment of this invention but it will be understood that this disclosure is merely illustrative and that changes may be made within the scope and spirit of the following claims.

I claim:

1. An internal combustion engine comprising a cylinder and a piston reciprocable relative to each other; valve means selectively adjustable for two cycle or four cycle power generating operation of said engine; a storage tank for compressed fuel gas; conduit means connecting said storage tank with said valve means supplying fuel from the storage tank to the engine at different rates of consumption as required by both two cycle and four cycle operation of the engine; and pressure rectifiying fuel compression means connected with said engine and operated thereby and supplying fuel to the pressure tank at a predetermined sustained pressure for both cycles of operation of the engine.

2. An internal combustion engine comprising a cylinder and a piston reciprocable relative to each other; inlet and exhaust valve means controlling the inlet of fuel to and the exhaust of gases from said cylinder; transposing valve gear means operable to selectively actuate said valve means for power generating two cycle and four cycle operation of the engine; a storage tank for compressed fuel gas; conduit means connecting said storage tank with said valve means supplying fuel from the storage tank to the engine at different rates of consumption as required by [both two cycle and four cycle operation of the engine; fuel compressor means operated by said engine and connected with said storage tank adapted to compress fuel in said tank; and control means responsive to variations in the pressure of the compressed fuel and controlling the pressure of said compressed fuel, whereby a predetermined sustained pressure of fuel is maintained in the storage tank for both cycles of op eration of the engine.

3. The apparatus as set forth in claim 2 in which the compressor means comprises a piston reciprocable in cylinder means that is formed of two relatively telescopic parts and the compensating mean-s comprises devices for longitudinally adjusting the two parts of said cylinder means relative to each other to thereby vary the area of the portion of said cylinder means in which the compression of the fuel takes place.

4. An internal combustion engine comprising cylinders and pistons reciprocable relative to each other; inlet and exhaust valve means controlling the inlet of fuel to and the exhaust of gases from said cylinders; transposing valve gear means operable to selectively actuate said valve means for two cycle and four cycle operation of the engine; a storage tank for compressed fuel gas; conduit means connecting said storage tank with said valve means supplying fuel from the storage tank to the engine at different rates of consumption as required by both two cycle and four cycle op-- eration of the engine; variable displacement adjustable fuel compressor means operated by said engine adapted to compress fuel in said storage tank for said engine; compensating means controlled by variations in the pressure of the compressed fuel in said storage tank for adjusting said variable displacement compressor means to maintain said pressure of said compressed fuel between predetermined pressure limits, whereby a predetermined sustained pressure of fuel is maintained in the storage tank for both cycles of operation of the engine; and emergency valve means controlling the inlet of fuel to said fuel compressor means, said emergency valve means being operable to limit the adjustment of said compressor means.

5. An internal combustion engine comprising two parallel spaced apart fixed pistons; two movable cylinders fitting over and reciprocable on said pistons; a. common cylinder head rigidly connecting said two movable cylinders and having a chamber communicatively connecting said two cylinders; fuel inlet and exhaust gas conduits provided longitudinally of said pistons; valves controlling said fuel inlet and exhaust gas conduits; transposing valve gear means operable to selectively actuate said valves for two cycle or four cycle operation; a fuel compressor cylinder positioned above said engine cylinders; piston rod means carried by said engine cylinders and extending in two directions therefrom; a piston in said compressor cylinder secured to said piston rod means; conduit means connecting said fuel' compressor cylinder with said pistons, whereby fuel compressed in said compressor cylinder can be delivered to the engine cylinders; a crank shaft below said engine cylinders and pistons;

take conduit communicatively connected with the passagway in one of said pistons; an exhaust conduit communicatively connected with the passageway in the other piston; a valve carried by each piston and positioned at the end of the pisextending outwardly through the piston; a crank shaft connected with said cylinders and driven thereby; a two cycle cam shaft havingacam thereon; means continuously driving" said two cycle cam shaft at the same speed as the crank shaft; 31 four cycle cam shaft having a camthereon; means continuously driving said four cycle cam shaft at one half the rotary speed of the crank shaft; tappet carriage means movable relative to the two valve stems and the "two crank shafts; i t-app et carriage moving means connected with'said tappet carriage meansj:;' two pairs of, valve tappets carried by the tappet carriage means- .:a nd positioned adjacent said two valve stems and said two cam shafts and movable with the tappet carriage means so that when one tappetj of each} pair is positioned for "operative engagement with a valve stem and one' cam shaft, the other tappet of the pair will be disengaged as respects the same valve stem and th-e'fother valve shaft, whereby control of the valves fo'f said engine may be selectively transposed back and forth from one cam shaft to the other smoothly and with the engine operating at a normal speed.

ZOROASTER G. PARSONS.

REFERENCES orrEn The following references are of record in the file of this patent:

Number Number 13,747 211,995 256,648

14 UNITED STATES PATENTS Name Date Chamberlin June 2, 1896 Kilgore June 28, 1910 Hopewell May 2, 1911 Sorg Nov. 12, 1912 Kramer Apr. 6, 1915 Edwards Dec. 19, 1916 Blanchard May 8, 1917 Jayne Aug. 19, 1919 Spado Dec. 13, 1921 Sherbondy Nov. 28, 1922 Martineau Dec. 2, 1924 DeBaun Oct. 16, 1928 Watkins Nov. 13, 1928 Skinner I Apr. 9, 1929 Anderson Jan. 14, 1930 Clarke July 7, 1931 Morton Aug. 16, 1932 Murphy Mar. 10, 1936 Walker Oct. 31, 1937 FOREIGN Country Date Great Britain June 11, 1909 Great Britain Mar. 6, 1924 Great Britain Sept. 29, 1927 Germany Mar. 30, 1931 

